Railway-crossing pavement



Feb. 26,1929. l 1,763,686 H. E. MUCHNIC RAILWAY CROSSING PAVEMENT Feb. 26, 1929. 1,703,686

H. E. MUCHNIC RAILWAY CROSSING PAVEMENT Filed Nov. 24, 1926 3 Sheet-SheeI 2 patiti@ Feb. 26, 1929.

H. E. MUCHNIC RAILWAY cRossING PAvmN'r Filed Nov. 24, 1926 3 Sheets-Sheet Patented F eb. 26, 1929.

`UNITED ,l STATESv Parlarr` orifice.v

HENRY n rinomato oF-ATcHisoN, KANsAs, A ssIGNoB To THE LocoMoTIvE FINTSHED l MATERIAL COMPANY, 0F ATcHIsoN, KANSAS,A CORPORATION 0F KANSAS.

RAILWAY-CROSSING PAVEMENT,

Appiicafin ined YNovember 24, 1926. Serial' No. 150,491.

This invention relates to an improvement,

'Y in railway crossings, particularly pavements "at railway crossings and has vfor an objectv 'thereof the provision of metalstructure so called grade Vcrossings forming with-a railway road bed a continuous surface for readily permitting the passage thereover of the vehicular' traic.

Among its objects, my invention resides in the provision of metal structure suitable'for combining with a railway road bed to provide a pavement thereover for vehicular cross-traffic where highways orthe like intersect the railway right of way, so as to provide a crossing of firm and long-wearing cha-racteristics against extremely heavy traflic.

` My invention still further has for another V object thereof the provision of a railway crossing toV provide a continuous pavement over the railway for vehicles, having the favorable characteristics of beingsimple to lay, requiring no particular skill or expensive machinery, no predetermined preparation orA y modification of the railway bed and still be extremely inexpensive andreilicient from an economical standpoint. Y

lVhei-e my invention is-to beused lwitlran electriied railway system, either for signalling purposes or of the electrov-motivep'ower type, my invention still further has for an object thereof the provision of a railwaycrossing for vehicular traflic of metal struc ture which maybe associated with the railway road bed 'without interfering with. the electrical connections'for signalling purposes or motive power. Y y A ln the preferred embodiment, my invention has for' an object thereof the provision ofz metallic blocks arranged to engage stand-V ard rails, forming with the I-beam structure thereof keyror locking engagement tokform a continuation of the vehicular road bed with the railway road bed and/is held in this position against horizontal stresses as well as vibratory action of rolling stock thereover, the

' enga gement of the blocks Abeing ofthe charac- Vut ter such as will not require predetermined preparation of theY railway 'road bed or rail-V way ties but may he assembledftherewith without the use of special tools or machinery orV without in any way interfering with the railway road bed. More particularly I pre# for to make metallic blocks or elements hav- Y ing rail engaging portions and supported upon the Lrails and spaced therefrom as well as -age thereunder and avoiding the accumulation of mud or dbris which may ordinarily displace the met-al structure or otherwise interfere with the long life or intended operation of an electrified railway system.

Thegeneral characteristics ofthe elements forming the railway crossing are plates or blocks which includey a `surface portionhaving end railway engaging or keyr portions and downwardly disposed flanges having support on a rail, the blocks including bridging p0rtions across railway ties or intervening space between rails, providing a block having highest economy Vso far as weight of metal is concerned, Yof strength to support the normal loads encountered but sufficiently spaced from the railway road bed to be free from interference dueto accumulation of mud and dbris Vand permitting the free drainage of-water thereunder.

Among its further objects, my invention resides in the provision of metal railway crossing pavingV elements having rail engagincr portions re uiring the minimum amount o machining, fmishing-or the like and which are arranged to engage the railswithout in any i eachrblock or Yelement being a complete unit,v Y

being independently held in position for individual adjustment, partial access totheunder kportion thereof,.and of a size permitting use at curved portions of a 'railway road bed.r Still more particularly, the railway blocks or elements are providedwith rail engaging portions. resiliently disposed upon the'flange 4 of the rail, resisting shock Adue to vibration of cross-trafficl thereover and permitting expan-l sion Vdueto temperature variationsgfatmos- VVpheric cond1t1ons, or the hke.

Other features of my invention reside in the provision ofrailway crossing pavement elements or blocks having locking orv engag ing means with standard rails so that in a still Vfurther particular embodiment the blocks may bc reduced in size to bridge only' partially7 the space between parallelrails, avoid- Ving castings or plates ot unusual sizel and weight by omitting the downwardly depending longitudinal ribs or flanges. ln this emmay be used intermediate the railway road bed rails. The other features of this eiiibodiment reside in the provision of' an intermedi-` ate rail suitable for use with electrified Svotems for signalling or motive power, without interfering in any Yway withvtheir intended function.

To attain these objects and suchiiurther ob* Y jects as may appearherein or be hereinafter pointed out, l make referenceto the vaccompanying drawings forming a part hereof in whichf Figure l is a perspective view, partly broken away, showing a railway road bed and crossing embodying my invention;

Figure 2 is 'a vertical section ot a detail drawn to an enlarged scale o'l a portionof the Vstructure showing the locking engagement otl a block and a rail;

Figure 3 is a vertical section drawn to an enlarged scale of the approach side of a rail Figure 4t is a perspective view of a `pair oit cti-acting wedge Yblocks 3' Figure 5 is a section taken on a line 5 5 of Figure 2;

AFigure 6 is a transverse section across the railway road bed disclosing a modification;

Figure 7 is a plan view of a block or element for use intermediate the rails;

VFigure 8 is a section taken on a line 8-8 of l'Figure 7 .40

` plate element shownin transverse section in AFigure 6;

Figure 9 isa plan view of an approach FiO'ure l0 is a transverse section drawn to an enlarged scale of the `engafjgement or ap proach `plateelements and intermediate rail elements; Y

Figure ll is road bed of a still further modification;

Figure 12is a plan view drawn to enlarged scale showing railway blocks when associated with an intermediate rail; Figurerl isla .plan view of an approach fplate vas shown in Figure l1.

templated erally interina;

`plates ll each a ran ged to engage stock toi leferring to the drawingsjit" will be observed th? t a railway crossing pavement conmy invention comprises genf ite' plates. l() and approach i of .rails lil i'iirlork-ing'engagement with ,he ball p o tra land the flange portion la of saidrail.Y Adjacent platesgplural in numl' ber, arranged end to end, are disposed to 'form Va substantiallyl continuous surface hwith the V.vehicular road bed l5V of the type normallyV lj encounteredV atgrade crossings,V street interay transverse section across a having a rail flange engaging portion 17 and an interposed bridging rib 18. The rail flange engaging portion lis extended angularly 4and upwardly at i7.V conforming in contour substantially to the flange la of the rail. "l'lieouter face of the fiange V16 is alsoprovided with anexteiided abutment 19 cooperating with the extended portion 17 toform a socket 2() for the pairs of wedge blocks 2l, shown in detail in Figure 4. VIt will be observed that these wedge blocks are formed in general vcontourat one portion thereof so Vas to snugly engage the ball i3 of the rail at its under surface 13.

Generally7 a center plate l0 has its over-all dimensions lengthwise between the .extended modifyingthe railway road bed. VThe ver-k all dimensions in.. length of this intermediate plate are greater than the distance between lthe ball portions 'i3 of the rails for purposes which will hereinafter appear. Vlt is preferredt-o position anintermediate plate and rest Vthe same upon the'flanges 14, interposing, however, a resilient filler block 22 serving to co-act with the wedge blocks 2l to resiliently dispose and hold the plate against vertical thrusts, as well as rend thrusts, the filler block kalso servingfas an insulator for' the Vconducting metallic plate between pairs of rails l2.

It will be observed that Van intermediate plate may be positioned between the pairs of rails l2 by first arranging the filler block 22 upontherailflangesll. i The angularly disposed relationship of the blocks will serve to center the intermediate plate when proper horizontal adjustment is made. End and ver tical take-up as well as prevention Vagainst displacement is obtained by positioning in .the socket 20 the p airs ofwedge blocks 2l vand as veach intermediate'plate has Vits ends provided with these vsockets 20, individual adjustment vmay be'had by simply driving the wedges relativeto each other untila' position substantially 4asshown in Figure 4 is obtained, whereupon the 'positioning of a.

of movement. `lt will thus be observed thatV vby disposing the end oit the plate i0 between the wedge blocks land the filler block 22 l lobtain at a single operation locking engagement both in a vertical direction as well in a'liorizontal direction, and where luse spike ornail 2l will prevent any reversal llt) ian

filler blocks such as made of woodhard rubl. `ber or other insulating material, I effectively l the angularlyv depending flange 16v provides prevent the short ci'rcuiting of any electric current between the rails- 12. It will also be observed that as the plate is raised substantially above the rail flanges 14, clearance is provided to prevent theaccumulation ofdbris on theunder side of the plate, whereas suitable clearance for the wheel flanges, serving also as a guard therefor.

.Itwill be further observed that by disposing, the platesrupon the fillervblocks 22 and holding the same in position by means of the .Wedge blocks 21, particularly wherethese members are madeof hardwood or similar material, I may substantially reduce the cost e ofthe intermediateplate by avoidingl the unf necessary finish of the engaging portions of the4 plates, the resiliency of these blocks serving to take up any irregularity in the casting Y .and still obtain ing of the plates.

proper positioning and level- The intermediate plates above described are Asuitable for use between pairs of rails such as 12, which may be provided for the rolling stock or between adjacent rails where morerthan one set of tracks'are to be used.'

` At the outside of the rails, however, it is preferred to provideapproach plates 11 which` Yhave a surface portion 23, arail engaging portion 24 at one end and a highway align ing terminal 25; The rail engaging portion 24 comprises a downwardly disposed flange 24 including an offset portion 26 adapted to engage the rail 12 under -the ball 13 at 13',

. whereas the lower` extremity'27 serves as a leg or rest engaging thel flange portion 14 of the rail. It is preferred to adjust the dimensions of the flange 24 in accordance with the:v size ofthe web 12 of the rail, sothat the end v of the plate not only snugly engages the ball and flange but isV wedged therebetween upon downward movement of the terminal portion i the terminal 25 and kstill further stiffens the y i. plate so that VVfairly thin material may be used for economy and lightness of weight. It will be observed that the ribs 2'9and 30 are formed for a depth to give sufficient rigidity but to provide clearance over the roadbed ties and the space between the legs27 and l28, for the purpose as described in the consideration of the intermediate plate 10.

j .TAS plates 11 are preferably arra d to bridge adjacent ties on the road bed,r ey vare larger Ythan the intermediate plates 10 Whichare wholly supported upon the flanges of the rails.V The platesare provided, if desired, with grained surfaced-portions t0 in- Creaserthe traction or frictional contactV for vehicles passingthereover. j Y j The plates 10 and 11 which are locatedat the edge of the highway are provided with downwardly disposed aprons 32, 33 for purposes fof deflecting pendent portions suon as Acoupler heads, chains orthe like which may possibly be suspended from the railwaycars, and thus deflect them and prevent engagement with the metal plates.

In the construction shown in Figures 6 and 10 the intermediate platelO is Yformed wtth rail .engaging portions similar tothose shown in Figure 1 except, however, Where it is desired tov increase the resilient binding action between the ball andv flange ofthe rail, the intermediate plate extension member 17 is disposedto rest upon a filler block 22having a .covering of insulating material of .high .non-conducting characteristics 22.

This type ofconstruction not only givesincreased resilience to the vibratoryrac'tion of passing vehicular 4traflic but is also Y useful where high tensiony current is usedbetween rails. This is more clearly. illustrated in the detailed view'shown inFigure 10. Y j

. `For purposes of decreasingtheweight and at the same time retain the necessaryrigidity, the intermediate casting 10 hasits under-surface formedi `with longitudinallyv disposed bracing ribs 34, 35 and 36, arcuatelyfdis- `posed to give maximum stiffness at the cen-- tral portionand stillfsupply clearance adjacent the rails.Y Thus, at theportion where maximum insulation is desired, there will be freedom of movement of dbris, Water or the like, permitting free passage without unduly affecting the insulating qualities of the wooden wedgeblocks`21 and thefllerblock 22.

forms ofthe approach plate. As shown at l1', the rail engaging portion 24l includes an offset portion 26 similar to that shown in Figure 1, butthe downwardly disposed por-v tion is of a length Vless than the web of t-he rail and-in this case is provided with an outwardly disposed lower extremity 27, angularly positioned in general contour to the flange 14 ofthezrail. It will be observed thatV the offset portion 26;may be supplied for the full length of the approach plate 11 but, in

order to avoid unnecessary machining and for purposes which will hereinafter'a pear,

Figures 6 to 10 furthery illustrate modified Y these offset portions are provided on y for fa portion of thelength, as more particularly illustrated in' FigureV 9.-Y Transversely across its under-surface` bracing ribs30are. provided,intersecting the longitudinally dises posed web 28a, still further serving to 'longii' tudinally reinforce the -plate .11.- The lower extremity of the web 28a is outwardly turned' Vto form an anchoring Vflange 28", also serving an oiiiice being provided in theV surface of the plate Vat 28dto permit passage of the spike for anchoring through the hole 28.

` The terminal of the plate a has an 'angle' brace EL serving to brace the terminal in the manner as ,described in connection with the lmodification shown in Figure 1. l

Instead of directly positioning the aproach late 11 u on the cross ties and the. P P P v flange 14, it is preterred to dispose this type of construction upon a filler block 22Z1 and an adjuster block 22h. It will be observed that, as described in connection withFigure Y `1, the rail engaging end ot the approach plate is positioned so that the offset portion 26a acts as a tulcrum upon the ball-ot the rail so that when a filler strip 22a is positioned so as-to be slightly oversize, downward movement by the terminal 25a will serve to wedge the engaging end` of the approach plate'to securely hold the saine in contact with the rail. The wedging action may be'increased by variations in the height of the adjuster block f 22".. When proper engagement is obtained7 an anchoring screw spike 28d is drivenVV through the holes 28 and passes through the block 22L to engage the tie 28e, as shown in Figure 6.' Y

It lwill Jthusbe observed f vided a railway pavement crossing which is Vnot only resiliently disposed to absorb shock of vehicular tiailic passingthereover but permits the vuse of metallic plates.V between rails which may beelectrilied for signalling or motive power purposes.

YIn Figures 11, 12 and 18, the intermediate plates of the character shown in Figures 1-10 maybe similarly constructed in so far as their rail engaging ends are concerned'.

However, tor purposes of decreasing .theV

weight or the' material or for further purposes of repair and access to the railway road bed, theinterinediate plates take on theiorinv otplural sections 10a and 10b, supported at the mid-portion by an intermediate or Vain;-

iliary rail 11a. The primary rail engaging ends of these plates are ofthe form Villustrated in connectionv with Figures 1-10,

f more particularly shown in Figure 2. The

oppositely disposed end engaging the auxiliary or intermediate rail 11a preferably takes on the form ofthe rail engaging end shown and illustrated in connection with approach plates in either of the forms shown in Figures that I have proi diate plates 10a and 10b there is first disposed upon the llangell aiiller block 22a. The flange similar to that shown in-Figui'e 10 and numbered 24UL has its extended portion 27m disposed upon 'the liller block 2Oa and the oliset portion 26ab isarranged to engage the under portion of the ball of the rail 13a. Thus, withthe oiiset portion acting as a i'ulci'um upon the ball of the rail, the plate l0a may be made to clearly engage the rail 11a until the opposite end 17 seats upon the rail 12l upon the filler block 22 'in the manner as described in connection with Figure-2 or modified in the formv shown in Figure 10. lVedge blocks 21 are driven into position between the rail ball 13 and the channel 2O provided in this end of the intermediate plate 10a( As it is preferred to-have this end ot the plate of substantially the same construction as. shown in Figures 1-10, these parts have been given corresponding numerals.

--It will thus be observed that I have provided a railway crossing or highway grade crossing having permanen'cy, durability and flexibility oiI construction by being resistant to the vibrator-y action of vehicular trallic passing thereover, characteristic of simplicity oi' maintenance, easeot repairandfaccess kto the railway road bed', a longlife under all `veach plate comprising a flat body portion havingstiitening flanges andV engaging and supporting flanges at-,its ends resting on the base flangesAv ofv the main lrails and intermediate railsand means disposed between said flanges and rails to secure the end plates of each set to themain rails.

2. In a railway crossing, a-track including crossties and main track rails, an intermediate rail between the track rails, a'set of plates between each railand the intermediate rail7 each plate comprising a ilat body portionV having stiffenin'g flanges and engaging and supporting' flanges at ends restingon the base flanges of the Vmain rails and, intermediate rails and means disposed between said flanges and rails to secure the plates in position.V

In a railway crossing, a series of cross ties, main track rails,`an interniediate rail, a

set oplates between each main rail and the intermediate rail, 'each plate comprising a vllat body portion having fa stiliening flange and engaging and supporting'langes at its ends resting on the base flanges of the main rails and intermediate rail whereby the plates may-be inserted between the rails and moved into position, and means disposed between said flanges and rails for securing the plates to the rails.

4. In a railway crossing, a series of cross ties and main track rails, an intermediate supporting member, a set of plates between the main rails adapted to form a'continuous surf face thereover, each plate comprising a flat body portion and engaging and supporting flanges at its ends resting on the base flanges of the main rails and on the intermediate member and shock insulating means interposed between t-he ends of the plates and the rails.

5. In a railway crossing, a series of cross ties and main trackrails,anintermediate supporting member, a set of plates between the main rails adapted to form a continuous surface tliereover, each plate comprising a flat body portion and engaging and supporting flanges at its ends resting on the base flanges of lthe main rails and on the intermediate ymember and shock insulating means interposed between the ends of the plates and the base flanges of the rails upon which said plate Vends rest and means for holding the plates in position engaging'the ball portion of said rails. Y l

Y 6. In a railway crossing, a series of cross ties and main ltraclrrails an intermediate support-ing member, a set of plates between the main rails adapted to form a continuous sur- Iface tliereover, each plate comprising a flat body portion and engaging and supporting flanges at its ends resting on the base flanges of the main rails and on theintermediate.

member and shock insulating means interposed. between the ends of the plates and the base flanges of the rails upon which said plate ends rest and means for holding the plates in position engaging the ball portionof said rails, said last mentioned means comprising a pair of wedge blocks.

7. A plate for railway crossings comprising a surface portion and a depending flange at one end thereof constructed and arranged to variably engage a rail between the flange and ball thereof against vertical displacement and means adapted to prevent lateral dis-A fio at an end thereof a rail engaging flange, said flange being formed to engage the ball and flange portion of said rail, a filler block disposed between said plate flange and rail flange to wedge said plate flange betweenl said rail ball and rail flange and an adjuster block at the opposite end of said plate whereby the wedging action is limited. l1. In combinationa rail of a railway road bed, a plate having a substantially flat surface adapted to form a continuous surface therewith, a rail engaging flange formed on said plate comprising a rail ball engaging portion and a rail flange engaging portion ada ted to hold said plate against vertical disp acement in relation to said rail and a shock absorbing filler block disposed between vsaid rail flange and plate flange.

12. In a railwa crossing, a series of cross ties and main trac r rails, an intermediate rail, i Y

porting flanges at its ends adapted to rest on the base flanges ofthe main rails and intermediate rails for support on said plates and shock insulating filler blocks interposed between the endsy of the plates and said rail flanges and means for holding said plates in position against displacement, engaging the ball portion of said rails.

13.V In a railway crossing, a series of cross ties and main track rails, an intermediate rail, a set of plates between the main rails and the intermediate rails adapted vto form a continuous surface thereover and supported solely upon the rail flanges, intermediate p0- sitions of the cross ties, each plate comprising a flat bod portion and rail engaging and supporting anges at its Aends and insulating means interposed between said plate flanges and rail flanges and means for holding the plates inposition against displacement.

In testimony whereof I have hereunto signed my name.

HENRY E. MUCHNIC. 

